Energy Consumption of Heavy-Duty Trucks with Alternative Drivetrains: Battery Electric Trucks, Overhead Catenary Trucks and Fuel Cell Trucks Dimensioned Drivetrain Topologies Vehicle Simulation Energy Consumption and Primary Energy Demand (PED)

Abstract

The increasing carbon dioxide emissions from the road freight transport require the application of alternative drivetrains also for heavy-duty trucks. Considered concepts are overhead catenary truck, fuel cell truck and battery truck whose energy consumptions are examined here.

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Energy Consumption of Heavy-Duty Trucks with Alternative
Drivetrains: Battery Electric Trucks, Overhead Catenary
Trucks and Fuel Cell Trucks
Ivan Mareev, Dirk Uwe Sauer
■Battery truck
□High capacity battery (~800 kWh) to cover 4.5 h driving period
■Overhead catenary truck:
□Energy supply via pantograph (~150 kW)
□Small battery (~90 kWh) for non-electrified sections
■Fuel cell truck:
□Fuel cell (150 kW) for base load
□Small battery (~90 kWh) to smooth fuel cell power
■Simulation model of electric semi-trailer truck
■Diesel truck model as reference
■Average consumption route and average drag
coefficients
■Payload corresponds to average truck usage
at full volume load
■Total weight of battery truck is only 15% higher than
weight of diesel truck
■Overhead catenary truck and battery truck show smaller
energy consumption due to higher drivetrain efficiency
■PED of overhead catenary truck and battery truck is
influenced by electricity production (German production
mix 2017)
■PED of fuel cell truck is high due to hydrogen production
(production mix is dominated by fossil fuels)
Ivan.Mareev@isea.rwth-aachen.de
Conclusion
Overhead catenary and battery trucks show
smaller tank-to-wheel energy consumption
compared to diesel and fuel cell trucks. Their
well-to-wheel primary energy demand
increases due to electricity production
showing importance of using low-carbon
electricity sources.
Dimensioned Drivetrain Topologies
Vehicle Simulation
Energy Consumption and Primary Energy Demand (PED)
Funded by:
Karl-Vossloh-Stiftung
Parameter Payload Max. Motor
Power
Air dra g
coefficient
Rolling drag
coefficient
Value 18200 kg 370 kW 0.63 0.007
01234
DieselTruck
BatteryTruck
OverheadCatenaryTruck
FuelCellTruck
Tan k ‐to‐WheelEnergyConsumptioninkWh/km
0 102030
DieselTruck
BatteryTruck
OverheadCatenaryTruck
FuelCellTruck
PrimaryEnergy DemandinMJ‐eq/km
VehicleManufacturing Operation(Well‐to‐Tank)
Operation(Tank‐to‐Wheel)
0
5
10
15
20
25
30
35
40
DieselTruck BatteryTruck Overhead
CatenaryTruck
FuelCellTruck
Weigh tint
Payload
HydrogenTank
FuelCell
Pantograph
Battery
El.Machine
ExhaustAftertreatment
DieselTank
Gearbox
DieselEngine
Glider
Abstract
The increasing carbon dioxide emissions
from the road freight transport require the
application of alternative drivetrains also for
heavy-duty trucks. Considered concepts are
overhead catenary truck, fuel cell truck and
battery truck whose energy consumptions are
examined here.
M
M
FC
M